INSTRUMENT FLYING - THE WAY I FLY IFR - FLIGHT TRAINING - CFII FLYING IN THE CLOUDS TO FLIGHT LESSON 

“Talk to yourself” - Yes!

I'm an instrument-rated pilot that hasn't flown in 15 or so years, and prepping for the process of getting back into flying again. I'm finding your channel invaluable for getting caught back up on the knowledge portion of things before I start taking lessons again. Thanks for putting out the great content! One thing that stuck out to me was that I didn't see you brief your missed approach procedures. If there's one thing I remember from all those years ago, it's that. I know it's tough to cram everything you do into a short video, and you may have done it off-camera, but just wanted to point it out for others.

Great video jason. I talk to people about finding that understanding and way to get all the info you need for an approach. You give such good examples and explain things so well. Thanks again for sharing.

Another great training video!

Great video and informative.

Great info. Thanks for the video!!

Great video. Thank you

GREAT thank you sir! Getting closer.

Wow…so much to learn!

Great video, great advise…

Great presentation. Thanks

Love to see more of this

Very nice Jason, thank you definitely excellent procedures and tricks

Great Flight, even for VFR those are great habits to get into as you build time.

Great video - lots of great fundamentals. I need to book you for an IPC!

Always love your videos… I do miss the previous music you had at the beginning. It had a Carlos Santana vibe that always made me smile.

I’m ready for that instrument app!!

Jason...relevant, informative and value-added content.

Great video!

Really good video. Thanks for the real life experience. North East is a very intimidating area to fly IFR.

Hey Jason, great video and fantastic points when IFR flying. I’d like to record my flying and audio for continuous improvement. How do you record your audio inflight?

Great instructing Jason...aways keeping ahead of the aircraft ...anticipating the next step..

I think sometime before my IFR check ride I should try and catch you to get some extra-extra set of eyes on everything before my IFR check out 😀

This is a great video. Love listening to you teach.

"Single pilot environment....you have to find redundancy wherever you can". Yikes... that brought this one very fact to my mind.... you are in a single engine Arrow flying in real IMC. No redundancy there... if that engine began to run rough and/or quit... well, I would love to hear your thoughts on such a situation? Love watching your content.

Great video. Another avenue for checking WAAS is actually to use the GPS Status page in the NAV group (second to last page). "3D DIFF NAV" in the upper right indicates SBAS corrections and WAAS functionality. Less twisting and button pushing than going into AUX & SBAS

Hi Jason, first time on your channel. As a very rusty pilot trying to get back into flying, (Comm/Inst SEL), this was a great video, looking for more of the same! Thanks for the content!

Literally the very best CFII on the earth, thank you sir for all.

Waaaay back, a retired Air Force sim instructor taught me my most valuable IFR skill. Scan, don't stare. Pick up info from the gauges at a glance.

amazing video sir , I'm EASA ATPL and FAA instructor and still learn so much from you, keep the videos coming and thanks for sharing the knowledge, Ps, i think you look like Joaquim phoenix ;) tail winds and blue skies

Can you check for WAAS by looking for a WAAS receiver on the aircraft during the preflight?

You are a great CFII after watching this

A few questions: What equipment code do you use for filing ifr in a waas equipped aircraft? Did you file as if you had the required pbn without checking that on the aircraft prior to takeoff? But either way you checked while airborne if you had waas to shoot the appropriate approach to get to minimums?

Hey as a A&P i noticed your fuel pressure in that aircraft is sporatic and junping from low to high. This shouldnt be like that and i would suggest you get that looked at. Best case there is just some debris on the back side of the fuel presure sensor. Worst case impending engine fuel pump failure. Which could cause a engine to fail at high angle of attack with low/minimum fuel state.

Nailbiter! Actually flying IFR solo in fog is the real deal

"If I was my own (CF)double-I..." so true we have to think this way.

What I’ve learned about RNAV approaches is that don’t count on the LPV to always be available there’s chances that you might only receive LNAV minimums.

Jason, a thought unrelated to this video. Are you familiar with the Cranfield surveys? How about BALPA and BALPA’s recent work regarding System 2 Safety (study things we do right) as complimentary to System 1 Safety (study things we do wrong to avoid) as well as making distinction between Complex and Complicated with introduction to Cynefin. Such either stems from or inspired recent ICAO human factors work. Bet all would make interesting video topics for you while having access to Cranfield surveys both to submit stories and data points and to see what they’ve already found. You can also reference Gary Wong in searches for any of the above.

New vid!

Great tips! Going through Instrument flights now over the hill in Nothern Nevada and great when nice and calm in the am, any tips on flying IFR training in afternoon bumps? that added element of being tossed around with big gains and decreases in altitude due to thermals is really throwing me off. Just feel like I'm constantly chasing the plane for 2-3 hours. Thanks!

Great video. What is the T - Twist supposed to initiate?

Why did you not do the hold at Jivli? I did not see No PT on the chart. Great video! I always learn a lot from your videos.

Downside to picking it up in the air is that the approval is based on ATC work load. Maybe your area is different but all around the NY airspace is extremely busy and I’ve heard ATC deny pilots once in the air.

Another great video Jason, thank you. I do have a question though, and this got me going into French Valley a while back. You were cleared DCT JIVLI and did NOT do the PT. However, the chart only says NoPT for the inbound tracks from REBAS and CROIT. I am guessing you didn’t do the PT because the clearance was DCT JIVLI DCT so the 2nd DCT negated the need for the PT. In my case to French Valley, I didn’t get the 2nd DCT and asked ATC about a PT but they said I didn’t need to do one because of the angle I was coming in…but I couldn’t find anything about that on the plate. Can you elaborate on why you didn’t do the PT and what other situations, directed or inferred, would allow you to not do the PT?

8:50 "Yeah, for sure" Come on surfer boy!!! Talk like a pilot! "Willco!!!" I'm lovingly giving you grief, but in all seriousness there are times where there are so many planes talking to one controller and it's bam, bam, bam, one after another and I'll end up missing a waypoint because of stuff like that. So Cal is far too busy for a few of those hesitations and I'm sure the Bay Area is no different. In fact the one time I flew over KSFO it was super congested. You're doing a great job on the videos, I really think cleaning up those comms a bit would benefit us all.

Fuel pressure seems to have a PARTY at 3:26 lol

What is jivli?

I’m confused on your IFR direct point-to-point. The controller said clear Direct XYZ. That means you’re clear from where you are now to XYZ, not as you were filed. It is just like if you were cleared to your fifth enroute point shortly after takeoff, or cleared direct destination just after such. So, unless you displaced from this new line, and such does not appear to be the case in what is portrayed in the video, then what you’re saying about legally needing to re-intercept does not make sense to me. If you were displaced, I’d imagine it was only a tiny bit that still would be within the tolerances for en route nav, so practically you don’t need to re-intercept either as the moment you select direct enter enter, you’re at your maximum deviation. Subsequent travel will continually reduce the error that we’re presuming to be within the tolerances.

I’m curious about the controller’s clearance for the approach. I heard him tell you to “track in on the RNAV 29 approach”. Isn’t the correct phraseology “cleared straight-in RNAV 29”? From your direction of flight it appears that you would be required to fly the hold pattern.

Did you report those bases MSL or AGL?

It wasn't the WAAS you had to check, although you certainly want it to be on. But you meant to do the RAIM prediction for your route.

With LPV why not maintain 3000 and follow the GS down?

Why do you need to twist the OBS if it's an RNAV approach?

As a CFII, do you still use minimums? What are they?

From a FB post: Picking up Clearance in the Air We IFR pilots sometimes discus the pros and cons of picking up clearances in the air. Yesterday I heard an interesting interaction while online with Philly approach. There were scattered but significant storms in the area, so they were dealing with lots of deviations etc. A Pilatus comes online and announces that they are climbing VFR and looking to pick up their IFR clearance. The controller was clearly not pleased with this request and told the Pilatus pilot that he should’ve picked up his clearance on the ground. It was a very busy time, so it was not easy to accommodate. Then he simply said, “say intentions”. In other words, he was saying I’m not going to give you your clearance, so what are you going to do! He let the pilot think about this for a while, which seemed like an interesting tactic to really drive home the point this guy was not quite as clever as he thought he was. I don’t remember the exact language, but the controller implied also that it was clear this guy was trying to avoid some ground-based delays. The controller soon came back and gave him some advice about perhaps contacting some other controllers to get his clearance. He said good luck. So he did help him in the end, and he was relatively nice about it at that point. Anyway, for me, this was a good lesson, hearing the controller side of things. I know you can pick up your clearance in the air if you really have to, but this underscored for me that whenever possible, you should always pick up your clearance and release on the ground. Coincidentally, I had recently called my local clearance delivery (McGuire in New Jersey) to ask about picking up clearances in the air, as I depart from an uncontrolled field (N12). After some discussion, it was clear to me that he was basically saying “why don’t you please always just follow the normal procedure and pick it up on the ground, as I can assure you that anything else can cause trouble for us and for you. “

Did you get cleared straight in???

My question is why didn’t you check if the plane had WAAS before you rented it instead of in the air? Was their another option if you didn’t have WAAS? I am a student pilot so just learning.

Very good video, and I appreciate your methods and tips. Subscribed. One minor point - abbreviate your call sign on the radio. Especially on ctaf. It's 700 ocst - no need to tell traffic your altitude. Save your brain. My 2c.

He forgot to give layer hights.

Love it, old school, real pilots don’t fly glass.